Archive for the ‘Uncategorized’ Category

Why I Am Not Surprise, Just Disappointed

Friday, April 4th, 2014

Each morning I read a New York newspaper that is world renowned for its journalistic excellence but is often taken to task by conservatives.  Its coverage is complete, and for the most part its articles are well researched.   Recently, however, an Op Ed writer demonstrated a stereotype and uninformed attitude toward corporate jets, as if those two words were an affront to America.


Segments of the press as well as parts of the Obama Administration seem to have a blind eye toward the role that Business Aviation plays in the economic growth and quality of life of our nation.  Transportation is an enabling technology for business success.  Without the ability to bring the ebb and flow of commerce to all of America, including those rural areas where workers are available and quality of life is good, our nation would concentrate industry in locations served only by the Airlines.  In addition to limited economic development, such massing of industry in urban centers would lead to more congestion and other social problems.


Scheduled Airlines provide service to about 10 percent of the locations in the USA with public-use airports, but most business-friendly schedules connect about 1 percent of cities and towns with airports available to business.   Consider that statistic—99 locations out of every 100 with public-use airports lack business-friendly service by scheduled Airlines.  Except between major hubs, scheduled air carriers are unable to facilitate efficient business travel for companies that wish to see customers or manage employees in several cities in one day or avoid time-consuming overnight stays.


Furthermore, the scheduled Airlines do not want to serve locations where the demand for public air transportation is low.  Even at major hubs, schedules have been cut to assure higher load factors. Airline departures from secondary hubs have been reduced by over 20 percent in the last five or so years.  The Airline business model simply does not address many needs of business.  Our nation requires Business Aviation to fill the transportation gap not served by the Airlines.  In fact, the Airlines and Business Aviation are partners in providing our nation with safe and efficient transportation needed for economic development.


Critics argue that owners of corporate jets get unfair tax breaks and do not pay their fair share for use of the nation’s Air Traffic Control system.  They fail to realize, or acknowledge, that a business aircraft is treated like other capital assets.  To be subject to the tax rules for depreciation and deductions of operating costs, the asset must be ordinary and necessary to the furtherance of the company’s business.  Business use must be the primary reason for the company’s ownership, and when used personally appropriate adjustments must be made to the company’s and the individual’s tax liabilities. If a company provides too much personal use, the corporate jet is not considered a business asset.


I believe a corporate jet receives greater scrutiny than any other company asset.  The IRS is quick to examine any claims to deduct aircraft expenses.  Shareholders often exhibit the same skepticism as the press and the government.  Thus Boards of Directors are very careful that a corporate jet is managed with a degree of professionalism and honesty that passes the most careful review.


The fare-share issue has been well vetted.  All users of corporate jets pay a fuel tax that compensates the government for Business Aviation’s marginal use of an ATC system that would exist even if all corporate jets and private aircraft were grounded.


Regarding the use of a corporate jet to assure efficient use of time and to provide security while traveling, no one seems to question why our nation’s CEO must use Air Force One.   Nor should critics of Business Aviation fail to attribute the same needs to company CEOs.


I urge all who understand and appreciate the benefits of Business Aviation to inform friends and colleagues about the reasons why corporate jets are beneficial to our nation’s wellbeing, even for the many citizens who do not use them directly.  (The company with a business aircraft may well be their employer or customer.)  By doing so, we who believe in Business Aviation’s many benefits to our nation may not be so disappointed when a respected journalist addresses corporate jets.

Community Events Make Airport Good Neighbor Pt.1

Sunday, March 9th, 2014

On Valentine’s Day I was happy to read that a federal judge dismissed the lawsuit brought about by the city of Santa Monica to take control of the airport with a goal of closing it and developing the land for other purposes. While this is happy news, it is also a temporary reprieve from the vocal minority of residents who oppose Santa Monica airport and who must be completely uneducated about its value in our national network of General Aviation airports.   As a psychotherapist for 25 years, I believe I have come to understand the psychology of life.  In my experience there are three kinds of people:
• Those who watch their life happen;
• Those who make their life happen;
• And those who wonder, “How does life happen?”

When it comes to General Aviation and the promotion of G.A. airports, we need to be firmly in the “make it happen” camp. Hopefully this blog will help inspire you to bring the fun back to your airport and illuminate to your community that airports indeed make good neighbors.

Positive aspect of promotion, inspiring the love of flight
Let’s bring the fun back to the airport. What are your earliest memories of aviation? Perhaps your Dad took you to the airport so you could watch airplanes take off and land. Remember your first flight? How can you make those memories for someone else?  Aviation is magical, yet we know the science behind the magic.  Inspiring the love of flight means going back to the magic and sharing it with others. You don’t have to focus solely on children. At our Mooney Ambassador events we meet adults who have always wanted to fly, and with encouragement, might take the first step.  Your enthusiasm is contagious.

Friends of Oceano Airport Toys for Tots

Friends of Oceano Airport, Toys for Tots

Community outreach a.k.a. fun ways we can get folks out to your airport:

•    Airport Day:  Does your local airport have a Celebration Day, Airport Day or Open House?  Have you thought about helping to volunteer versus just attending?  If there is no event, why not look into having a “Good Neighbor Day” or Airport Day?  Perhaps your airport used to have an event, but not now?  Have a small event to start with. AOPA publishes a wonderful guide to hosting an open house. In the photo below, we brought an inflatable kiddie swimming to a hot summer event, and our airplane display was the most popular by far!

•    Toys for Tots:  A lovely way to bring the community to your airport is to have a Toys for Tots event.  Contact your local T4T/Marine Corps representative and talk with them about the idea.  Folks can drive in, walk in or fly in bringing new unwrapped toys. Due to increased need for programs like Toys for Tots, toys and dollars donated helps local kids directly.
•    Fly-In Movie Night
Fly-in, walk-in, drive in, it doesn’t matter!  If you have a hangar, campground or open area you can host a Fly-In movie night, you can make a theater!  I suggest the event be free of charge.  Offer hot dogs, beverages, popcorn, and s’mores on a donation basis.  Show a family-friendly movie that has an aviation theme.

Make airport events fun

Make airport events fun!

Check back next month for the final installment.  Until then, be on the look out for an excuse to have an event at your airport. Remember everyone loves a good party.

You and User Fees

Friday, March 7th, 2014

President Obama’s recently released budget for the federal government’s 2015 fiscal year, which proposes a $100 per flight fee for turbine-powered aircraft using air traffic services, prompts reminiscence of President Reagan’s frequent phase: “There they go again”. This is the fourth year that the Obama Administration has called for such user fees, and Congress has turned down that request in each previous attempt.

Regardless of the party that occupies the White House, user fees seem to be included in early discussions of revenue sources for the government. During my tenure as President of the National Business Aviation Association, 1992-2003, we joined with AOPA and other associations to counter the threat of user fees three times. During the next 10 years, the issue surfaced frequently. So far, thanks to coordinated and skillful lobbying by the aviation community, Congress has refused to follow the Siren’s call. The associations have successfully argued that a fuel tax is the most efficient and fair way to participate in compensating the taxpayer for Business Aviation’s use of the Air Traffic Control system. The point has been made, and rightfully so, that all of General Aviation is carrying its fair share.

Beware! Another phase we often hear is “Past performance is no guarantee of future results”. Just because our community has been successful in countering past arguments in favor of additional fees for using the nation’s airspace, we cannot ignore this latest attempt to tax GA’s turbine fleet. Each of us needs to be mindful that user fees could become a reality, particularly if we take for granted that dealing with this issue is someone else’s responsibility.

While the Obama budget proposal exempts (that’s the wording in the Administration’s document) piston aircraft and aircraft operating outside of controlled airspace, the imposition for fees on turbine aircraft opens the door to taxing other users of the National Airspace System. That which is exempted today may be included tomorrow.

Nor should we overlook the negative impact on safety that fees for accessing ATC services might have. Aircraft operators are not anxious to open their wallets without just cause. There will be those aviators who may attempt to avoid ATC services by operating outside of controlled airspace. While such actions are highly unlikely in the congested regions along our coasts and near major cities, in remote areas we might see turbine aircraft dashing from place to place at altitudes just below FL180. We should be careful not to invite unsafe practices, no matter how remote the possibility.

All who participate in General Aviation—from operators of business jets and turboprops to recreational pilots, as well as all aviators between those bounds—should counter the frequent attempts of the federal administration to impose additional user fees. Consider several steps:

• Educate others about our community. Recognize that the average voter knows little about General Aviation, which we usually define by what it isn’t: It’s not Military Aviation or the Airlines—it’s everything else. Air transportation is the backbone of domestic and international business today, and GA is an integral part of that air transportation system.
• Inform the uninformed that all aviation contributes to funding the ATC system. Airline passengers pay a ticket tax; GA pays a fuel tax, with turbine aircraft paying a higher user fee than pistons. Emphasize that the fuel tax is a very efficient way to put GA money into the federal system.
• Communicate the advantages of using business aircraft to advance the ebb and flow of commerce throughout our country. The Schedules Airlines do not provide the degree of air transportation needed to serve many businesses. They do not want to provide service to locations with low levels of passenger traffic. Many locations depend upon Business Aviation for their lifeline to economic opportunity. In fact, the Scheduled Airlines and General Aviation are virtual partners in providing our nation with a safe and efficient means of air transportation. Additional user fees on GA will inhibit the use of a valuable resource.

Our community’s associations, including AOPA, NBAA and the General Aviation Manufacturers Association (GAMA), do an excellent job lobbying our elected officials. But there is a difference between lobbying and advocating. Lobbying is directed at elected officials. Advocacy is directed at the voters who elect the Members of Congress. Congressmen and women listen to voters. By communicating knowledgably with friends and associates, you can be a significant force for advocating the benefits of all General Aviation and fighting user fees.

How to Obtain More Business Benefits From General Aviation

Friday, December 20th, 2013

The vast majority of General Aviation aircraft –be they as basic as a Cessna 172 or as sophisticated as the Gulfstream G-650-—offers the advantages of swift transportation. While a Gulfstream obviously is much faster than a Cessna and can transit far greater distances, a vehicle that flies direct between departure point and destination reduces travel time compared with autos and, depending upon travel distance, usually consumes less door-to-door time than a similar trip via the scheduled airlines. Furthermore, a company or entrepreneur is expected to choose appropriately between a simple GA four-seater and a high-performance business jet to fulfill the desired travel mission. When owners and operators apply a modicum of imagination and creativity, however, even the simplest GA aircraft can be used successfully to expand business opportunities.

Business requires that people interact. Internet and email are impressive, but nothing replaces face-to-face communications to facilitate relationships, develop trust and make “the sale”. Such face-to-face dialogue has been inhibited by the nature and business model of scheduled airline service.

In the previous 30 years, the number of US airports offering scheduled air service has fallen from about 700 to somewhere around 500, a reduction of nearly 30 percent. Further reflecting the focused nature of airline service, less than 40 US airports account for more than 70 percent of all enplanements of airline passengers. Since 2007 the airlines have made a concerted effort to reduce flights between all hubs, especially at secondary and tertiary cities, in order to achieve higher load factors. Thus locating a scheduled flight to many locations where business opportunities exist is nigh-on impossible. Consequently, business persons are using automobiles to cover distances ranging up to several hundreds of miles.

A simple GA aircraft can cover in one hour the miles traveled in two hours by an automobile cruising at legal speeds on our nation’s Interstate highways, and not all locations are connected by the Interstate system. Higher performance GA types can easily exceed highway speeds by a factor of three, and turboprops and jets are considerably faster. Considering that aircraft fly direct, travel by GA require less transit time. Trips that would consume two or three days by car or regional air carrier can be completed in a day.

Our nation has more than 5,000 public-use airports with adequate facilities to accommodate the typical GA aircraft. In round numbers, GA has access to 10 times the number of airports that are served by any form of scheduled air travel and 100 times the locations with convenient, business-friendly scheduling. The National Aeronautics and Space Administration (NASA) has shown that the vast majority of the U.S. population is located with 20 miles of an airport from which a typical GA aircraft can be operated safely. NASA also has noted that a typical GA aircraft can provide faster door-to-door transportation than the airlines on trips up to about 500 miles, even when scheduled service exists.

Obtaining greater benefits from GA requires little more than the proficiency to operate safety and knowledgeably within our National Airspace System. Today’s electronics (e.g., Global Positioning Satellites for navigation, XM weather for locating thunderstorms, advanced aids such as Automatic Dependence Surveillance for traffic information and data flow, numerous apps for flight planning, and highly reliable nav/comms) add capability and peace-of-mind to today’s GA operations.

GA offers business men and women the means to reach more customers, expand markets and use time productively. A General Aviation aircraft, either owner flown or operated by a salaried pilot, provides unmatched transportation. Take a fresh look at what such travel capability can do for you and your company. You will be pleasantly impressed.

Personal Aircraft as Business Tools

Wednesday, November 20th, 2013

Ask someone about business aircraft and they may say something about a King Air, Learjet or Citation, or possibly a Gulfstream or other “heavy iron” jet flown by a salaried crew. In doing so, however, the responder is neglecting a vast segment of the aviation community, such as the tens of thousands of light aircraft powered by recip engines that can serve business people and facilitate business development. Many singles and light twins operated by their owner or renter are fulfilling a business purpose. In fact, about two-thirds of all hours flown in General Aviation are related to some commercial endeavor, be it business travel, industrial aid, utility operations or instruction. Even that level of activity is just scratching the surface of the potential of light GA to serve the needs of a traveling society such as we have in the USA.

Transportation is a necessary technology for economic expansion and improved quality of life. History makes clear the symbiotic relationship between modes of travel and market development. Thus it is understandable that an aircraft such as a Bonanza, Cessna, Cirrus or Piper can be—and should be—used to serve an individual’s need to travel for business or pleasure. Let us not forget that travelling for pleasure facilitates business development: entertainment is a huge industry in the USA.

Realizing the broad potential of General Aviation as a means of business transportation requires at least two foundational elements. The first is safety. Vehicles used for transportation must be safe in fact as well as in perception. Users must have confidence that they can accomplish a trip successfully without undo angst for themselves and their passengers. The flight that is marked by mini crises and constant fear is simply not acceptable. Would the automobile be as much a part of our economy and society if there was the constant specter of an accident?

Fortunately the safe use of a typical GA aircraft for business travel is assured (at least to the extent that safe movement in any vehicle is assured) provided the pilot is proficient. Thus the need for comprehensive initial training, ongoing assessments of personal knowledge and skill, and sufficient usage to be proficient and feel confident for the task at hand. I continue to be impressed by the tools offered by the AOPA Foundation and its Air Safety Institute to prepare pilots for safe operations.

The second element for broader use of typical GA for transportation is designing aircraft that are easier to operate. Yes, for those of us who have been at the game for some time or have an exceptional motivation to learn the rigors of flight, aviation does not seem that difficult. In fact, the challenge is part of aviation’s appeal. But compared with the automobile, learning to fly and feeling sufficiently in control to rely on a personal aircraft for routine transport is not that easy. For GA to be more universally accepted, the entry requirements (e.g., time, money, keeping pace with required knowledge and skill, having confidence to use regularly) are simply too high.

Technology exists to reduce those entry requirements. Flying can be made easier, and it can be made more affordable (even for those who want the advantages of GA transportation without the requirement to pilot their own or rented aircraft). The National Aeronautics and Space Administration (NASA) had at least two relevant programs during the last decade that addresses these issues: One dealt with Personal Air Vehicles (PAV), which was a concerted effort to study and facilitate the design of light aircraft that were capable of use and affordable by a large portion of the general public. The other, known as the Small Aircraft Transportation System (SATS), examined the technologies and systems needed to expand air transportation to rural America via charter and unique scheduled transport, and where the technology applied, to owner flown aircraft. While dormant at the present time, such research should be continued.

In future blogs I will expand upon the notion that GA can be enhanced to bring greater transportation capability to our country. What are your thoughts?